Automatic train-stop.



P. N, MATHIS. AUTOMATIC TRAIN STOP. APPLICATION FILED FEB. 18

1 .T m m was 3T m 0 mm D m P CI/ C/AAA ATTORNEYS 1 N. MATHIS. AUTOMATIC TRAIN STOP. APPLIOATION FILED FEB. 18, 1913. 1,097,457. Patented May 19, 1914.

2 SHEETS-SHEET 2.

5 INVENTOR Q Pau/ Neree MUM/3 39' WIT/IE 8E8 ATTORNEYS PAUL NEREE MATHIS, OENEW YORK, N. Y.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented May 19, 1914.

Application filed February 18, 1913. Serial No. 749,146.

To all whom it may concern:

Be it known that I, PAUL Nnnnn MATHIS, a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State'of New York, have invented a newand Improved Automatic Train-Ste of which the following is a full, clear, an exact descrip tion.

This invention relates to safety a pliances for railways and means to positively prevent an electric car or a locomotive, equipped with air brakes,

from passing a danger signal except under direct orders'and at slow speed. V A I ong the objects of this invention, more definitely stated, is to provide a mechanism connected to or under control of a semaphore or other signal and arrange such mechanism so as to be engaged by a device carried by the top of the locomotive or car, when the, signal is set at the danger point. n i

A further OlOJECl of the invention is o provide a pipe connection between the ordinary train air line and the steam throttle or other power connection, whereby the engagement between the signal mechanism and the mechanism carried bythe locomotiveor car will act first to shut off the steam or other source of power and then quickly thereafter operate to apply the air brakes to stop the train or car.

A still further object of the invention is to provide a device within reach of the engineer or driver whereby'he may, under orders, throw the automatic stopping device temporarily out of commission enabling himto pass the danger point without allowing the brake mechanism to operate.

The foregoing and other objects of the invention will hereinafter be more fully described and claimed and illustrated in the drawings forming a part of this specification in which like, characters of reference indicate corresponding parts mall the views,

and in which Figure 1 is a fragmentary elevation of portions of the mechanism hereinafter more fully described, the same being shown in relation to a fragment of a locomotive cab; F in. 2 is a plan view of the steam throttle and a horizontal view of an air cylinder associated therewith; Fig. 3 is a vertical section of a portion of the same cylinder taken on the line 3-3 of Fig. 1; Fig. 4 is a front elefication adapted for use has particular re erence to' position. When dropped, however,

vation of the mechanism associated with a semaphore; Fig. 5 is a side elevation of the mechanism carried on the top of the cab; Fig. 6 is a vertical sectional view of the same substantially on the line 6-6 of Fig. 1 Fig. 7 is a view of the same device in a different position due to impact with the signal mechanism; and Fig. 8 is a view of a modiin connection with an electric car or locomotive.

The several parts of this apparatus may be made of any suitable materials and the relative sizes and proportions, as well as the general design-of the construction, may be varied to a considerable extent without departing from the spirit of the invention eremafter claimed.

Referring more particularly to the drawings, I show, by way of illustration of a preferred embodiment of the invention, a semaphore 10- to the standard 11 of which is connected a bracket 12 extending over the railway track to any suitable distance. The outer end of the bracket 12 carries an obstacle 13 which is adapted to be adiusted up or down in accordance with the adjustments of the semaphore to safe or danger positions respectively. Any suitable means may be provided to cause cooperation directly between the semaphore arm and the obstacle. As shown, I provide as one means for such cooperation .a link 14 connected at its 0pposite ends to the semaphore arm and a rack 15. Said rack is in constant mesh with a pinion 16 which, when turned by the rack, will operate a horizontally movable bar 17. The other end of said bar acts upon. another pinion 18 which is shown meshing with a series of rack teeth 19 on said obstacle, causing the obstacle to move simultaneously with the aforesaid rack lfi but in the opposite direction. Figs. 1 and l'fshow the obstacle set in position to be struck by the locomotive mechanism; hence the semaphore arm is to be understood as being shown in the danger tosa'fety, the obstacle will be lifted out of the path of the devices carried by the locomotive.

The devices above referred to as carried by the locomotive cab 20 comprise a yoke 21, a bail 29., and means maintaining the yoke and bail in a normal upright position on the top of the cab and arranged transversely of the same. The yoke is provided at its lower part with a ,pair of outwardly extendpiston ing elliptical feet 23 which are embraced by pairs of leaf springs 24. Each pair of springs 24 extend longitudinally of-the cab and are connected to the cab preferably by means of resilient connections including bolts 25 and springs 26, said springs being adjustable as to tension by means of winged nuts 27 within the cab. vBy virtue, of. the

form of the feet 23, the longer axis of theellipse being at right angles to the planeof the yoke, the force of the springs 24 and 26 will maintain the yoke and bail in thenormal position above indicated. The bail is substantially rectangular in form, having an upper bar 28 andv a lower bar 29 The bar 29 is preferably concaved onits bottom as indicated at 2 9 and-at its ends is provided with rectangular extensions 30 which are adapted to glide. along a pair of slots v3.1 in the opposite ends of the yoke.,, By this construction'the bail ismaintained in the. same plane as theyo-ke but is adaptedtobe adjusted toward or from the cabin. said plane. When the bail is adjusted toits uppermost position it will normally be in posi:. tion for its bar 28 to strike the obstacle if the signal is set at the danger point.

I show at 32 the us ual'trainline-for theair brake systemand. at'33 the engineers control valve for the same.

At 34 is shown an auxiliaryv air pipe leading from the train line 32 to a-peculiar form of valve 35, and another pipe 36 connecting said valve with an preferably in front of the engineer adjacent the boiler38 and thesteain throttle lever 89..

The valve is in the nature of an. air cyl-' inder and provided witha vertically movable piston 40' positioned directly beneath the aforesaid yoke and bailinand having a rod 41 extending through the top of the cab, thence through a guide 42 inthe bottom of the yoke, and having its upper end seated normally in the concavity 29 ofv the bottom bar 29 ofthe baiL. The auxil iary pipe34 is normally. open the normal servicelpressure in the train line 32 obtains within the valvecylinder 35 acting upon the piston 40 whereby the rod is maintained in normalposition as above described and as shown: in Figs. 1 and 6. The normal position of the piston 40 is substantially midway of, theends of the cylinder 35, and atsuch time it seals the end of the pipe 36 leading from the cylinder normally preventing the serviceppressure entering the cylinder 37 A spring43 is lo-1 cated between the piston 40 and the upper end of the cylinder 35 which normally tendsv to force the piston downwardagainst the service pressure,.but the force of the spring is less than the normal "pressure in the train pipe.

with an inwardly opening puppet valve 44,

air cylinder 37 arranged and hence g 3 bar- 28 below the obstacle 13. One end of. the cylinder 37 is provided thosteun 45 of which is adapted to'be impinged by :1 lug or projection 46 on the throttle lever 39 when said throttle is moved tothe extreme position to shut off the steam. ":\rod 47 is connected to the throttle lever 39 and extends into and preferably through -tlic cylinder 37. Upon said rod 47 is mounted afloating pisto1r48 adapted to have a certain amount of movement on the rod between a pair of collars 49. The purpose of the piston 48 is to cause positive operation of the throttle 39 to shut off the steam, and the reason for the free movement of the piston with respect to the rod 47 is to allow perfect freedom of action of the throttle by the engineer independently of the cylinder the rod and piston being comparatively loose, I provide a washer 50 for the collar 49 so asto insure a substantially close airtight fit when the piston, under the force of the air, serves as a motor.

The auxiliary. pipe 36 leads from the valve casing 35 into the power cylinder 37. When the bail 22 strikes the obstacle 13, the,bail and yoke will be swung, as indicated: in Fig. 7 out of normal position, unseating the piston rod 41, and permitting the air pressure within the cylinder 35 to liftthe piston 40 and uncover the inlet to the pipe 36. The air pressure coming through the pipes 34 and 36 will then enter the cylinder 37 with the initial result that the piston 48 will be driven forcibly to the rightas indicated in Fig. 2 and through contact with the collar 49 will cause the throt tlelever 39 to operate from the rod 47, shutting off the steam. Immediately thereafter, however, the lug 46 carried by the throttle will cause the valve 44 to open, allowing the brake air to escape through said valve and an escape pipe 51 leading preferably to the outside of the cab.

At 52 I show any suitable form of 3-way valve located in the pipe 34 but normally not obstructing such pipe. \Vhen, however, it is desired to cut the valve 35 off from communication with the train line, said valve 52 may be turned, making it possible for the engineer to proceed, under orders, to pass the, danger signal. Such valve 52, however, may beinclosed in a casing 53 and access being had to the valve through said casing only by a key held by some oflicial higher in authority than the engineer. lVhen the valve 52 is thus turned, the normal pressure within the bottom of the cylinder 35 may pass out through the valve 52 and the spring 43 willforce the piston 40 and piston rod 41 down toward the bottom of said cylinder, allowing the bail 22 to drop toward the bottom of the yoke and hence bringing its v As soon as the'brake air is restored to the cylinder 35 upon turning the valve 52 to normal posi- 37 and piston 48. The connection between tion, the piston lO'a'nd bail 22 will likewise be restoredto normal )OSltlOIl. I I

The construction shown in Big. 8 comprises a cylinder 37' having connection through pipes 36 and 36 with the train line for purposes analogous to the purposes set forth for the cylinder 37. In this adaptation of the invention, however, the piston rod 4-7 is adapted to throw a switch 39 to cut off an electric power circuit indicated at 38. The piston rod is shown provided with rack teeth 54 acting upon a double pinion through which the reciprocation of the piston rod under the force of pres sure within the cylinder 37 acting toward the left in this figure will cause the opening of the switch, said pinion acting upon a curved rack 56 which is adapted to impinge against the switch blade 39 In this form of the invention the exhaust pipe 51 is connected tothe cylinder through a puppet valve 44: opening outwardly by reason of the contact of the piston 48 with the valve stem 45. The initial force of the compressed air will be exerted in the cylinder 37 through the pipe 36 causing the power to be cut ot'f. Further movement, however, of the piston 48 will cause the force of the air to pass through the pipe 36'. and out through the exhaust pipe 51, insuring the prompt setting of the brakes immediately after the power has been out 01f. Any of the cylinders herein shown may be provided with suitable openings or check valves to permit easy operation of the parts by hand for purposes of adjustment or setting thereof, said valves being indicated, for instance, at 57.

Having thus described my invention, I claim as new and desire'to secure by Letters Patent 1. In an automatic train stop, the combination of an overhead obstacle, air brake train line connections carried by the locomotive, and means extending upwardly from the locomotive adapted to engage said obstacle to open the train line, said upwardly extend ing means including a yoke and a bail movable relatively to each other in the same vertical plane and adapted to swing rearwardly together whereby the train pipe connections will be opened when the obstacle is engaged.

2. In combination with an air brake train line,,tripping mechanism for said train line comprising an air cylinder having an outlet midway of its ends, a piston therein and under normal train pressure on one side, a piston rod extending from the piston and cylinder, means including a spring acting in opposition to said train pressure and serving to hold said piston and piston rod in normal position sealing said outlet for the train line, said means also including mechanism maintained in a. normal vertical position and in engagement with the upper end of said piston rod, and avalve to release the air pressure from the cylinder to allow the spring to move the piston from its normal position toward the opposite end of the cylinder.

In a tripping mechanism for automatic train stops, the combination with an obstacle and means for determining the position of said obstacle with respect to the signal mechanism, of means carried by the train to cooperate with said obstacle for set forth, said train carried means including a yoke, means to maintain the yoke normally in a vertical plane, and a bail carried by said yoke and movable in said plane into or out of position to engage said obstacle.

4. The combination with an overhead obstacle and means for controlling its position with respect to the condition of the signal mechanism, of devices carried by the train adapted for cooperation with said obstacle substantially as set forth, said train carried means including a cylinder having tubular connection with the train line, a piston in said cylinder adapted for vertical reciprocations, a piston rod connected to the piston and movable through the top of the cab, a yoke extending transversely of and above the cab, a bail slidably connected with said yoke and movable vertically in the plane thereof relatively to the yoke and movable bodily with the yoke around the axis of the yoke, said piston rod being adapted to cooperate with the bottom of the bail and serving to sustain the bail elevated under normal air pressure in the train line, and means to normally sustain the yoke and bail in the same vertical plane.

5. The herein described automatic train stop mechanism comprising, in combination with a locomotive cab, a yoke journaled on a horizontal axis above said cab, the ends of said axis being provided with elliptical feet, springs cooperating with said feet to maintain the yoke normally vertical but permit:- ting it to swing around said axis, arectangu lar bail slidably fitted in and carried by said yoke and adapted to slide toward or from the axis of the yoke and to swing bodily withthe yoke around the axis, and air Valve mechanism within the cab and including a rod extending through the top of the cab and serving to hold the bail spaced vertically from the axis of the yoke under normal conditions and adapted to be released and projected upwardly when the bail and yoke swing around the axis of the yoke.

6. In a device of the character set forth, the combination with an obstacle, of air brake mechanism carried by the train and adaptedto cooperate with said obstacle, said brake mechanism including a yoke ournaled on a horizontal axis transverse to the line of movement of the train and adapted to swing around said axis, said yoke at the axis having elliptical feet, a pair of leaf Iliia In testimony whereof I have signed my name to this specification in the presence of 10 two subscribing Witnesses.

PAUL NEREE MATHIS.

Witnesses:

GEQ'L. BEELER, PHILIP D. RoLLHAUs. 

